Railway-car or other ventilator



(No Model.) 3 ShetsSheet 1.

W. E. ANDREW. RAILWAY'OAR OR: OTHER VENTILATOR.

No. 600.975. Patented Mar. 22,1898.

(No Model.) 3 Sheets-Sheet 2.

. W, E. ANDREW. RAILWAY GAR OR OTHER VENTILATOR.

No: 600975. PatenteQMar; 22, 1898.-

- sway/W m: NORRIS grrzns 0a.. PHcWo-uwa. wmmcnun. n. r.

UNITED STATES PATENT @EETCE.

I WILLIAM E. ANDREW, OF ATLANTIC'HIGHLANDS, NEW JERSEY.

RAILWAY-CAR OR OTHER VENTILATOR.

SPECIFICATION forming part of Letters Patent No. 600,97 5, dated March22, 1898. I Application filed January 28, 1897. Serial No. 621,096. (Nomodel.)

To all whom it may concern.-

Be it known that 1, WILLIAM E. ANDREW, a citizen of the United States,residing at Atlantic Highlands, in the county of Monmouth and State ofNew J ersey,have invented certain new and useful Improvements inRailway-Oar or other Ventilation; and I do hereby declare the followingtobe a full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and usethe same.

This invention relates to railway-car and other ventilation. The objectis in a practical, eflicient, and inexpensive manner, employingrecognized principles of physics, to effect proper and suitableventilation as requisite, thus to remove foul air from anycompartment,'such as from a railway-car and its berths, and at once tosupply fresh air, keeping such compartments and their contents in acondition of thorough and proper airing. I

With this object in View the invention consists in a system of apparatusof Varied construction, as will be hereinafter specifically described,all operated by'induced draft.

In the accompanying drawings, forming a part of this specification, andin which like letters of reference indicate corresponding parts, Figurel is a View in front elevation of the ventilator, displaying itsexternal appearance when in position. Fig. 2 is a View in horizontalsection showing the arrange ment of the internal parts of the apparatus,displaying one valve or door of the draft-controlling chamber closed andthe other opened.

'Fig. 3 is, a view in vertical section taken through the rear portion ofthe apparatus and looking toward the front thereof, showing moreparticularly the mechanism for operating the valves or doors ofthedraft-controlling chamber. Fig. 4 is a View in, transverse sectionthrough the apparatus, showing more particularly the relativearrangement of the draft-conduit, the draft controlling chamber, 1

and the valvesfor closing the respective ends of the latter. Fig. 5 is aView in transverse section showing the upper portion of a sleeping-carand the manner of ventilating the upper berths and the roof portion ofthe car.

the line y y, Fig. 5, showing the manner of disposition of theventilators above the upper berths. Fig. 8 is a view in sectional ele-'vation showing the system applied to an ordinary railway-carthat is tosay, a daycoach. Fig. 9 is a View in plan with the top of the carremoved to display the manner in which the air-supply pipes from thedraftconduit are disposed with relation to the seat.

Referring to the drawings and to Figs. 1, 2, 3, and 4 thereof, Adesignates the ventilator proper, comprising in this instance afaceplate Lt, which may be of any desired construction and of any shape,in this instance circular in form, and having a rotatable section a,moved by rods or cords for operating the cut-off slats or doors a as inordinary ventilators or-registers. As the'particular arrangement ofparts of this portion of the apparatus may be of any preferred style andas it forms no part of the present invention, a detailed description ofits various elements and their manner of assemblage is deemedunnecessary.

This ventilator is set into or secured to a casing or housing (1constituting a combined exhaust and supply chamber, the double dutyascribed to this chamber being due to the fact that under someconditions it performs the first-named function and under others thesecond named, as will appear later on. Secured to or connected with therear portion of this chamber is a casing a constituting a suction ordraft controlling chamber, the ends whereof are provided with doors orvalves a connected by mechanism in such manner that when one door isclosed the other is opened, and vice versa. The mechanicalappliances foraccomplishing this result may be of many kinds; but from a standpoint ofsimplicity oforganization, cheapness of production, and certainty andreadiness of operation I employ in this instance two plates or levers a,each secured centrally of its length to a rod or bar of, the free end ofeach of which projects beyond the face-plate a and is bent to form anarm a to which is secured a rod or cord 0, for rocking the rod (t andthereby opening either door a to effect exhaust of the foul air orsupply of fresh air, as the case may be, the interposed mechanismbetween the levers and the doors for accomplishing this resultcomprising a rod a connecting like ends of the levers, and two rods a,connecting the other ends of the levers to the doors, as clearly shownin Fig. 3.

It will be observed by reference to Fig. 1 that the arms a do not lie inthe same plane, but that one points upward and the other downward. Theobject of this arrangement is to enable the conductor to ascertain at aglance which of the doors or valves a is opened and which closed, andtherefore these arms subserve the function of indicators for determining this.

The suction or draft controlling chamber a is incased by an open-endeddraft-conduit a projecting at both ends beyond the chamber and free fromthe same at all points,so that there will be an uninterrupted space forair to pass entirely around the suction-chamber throughout its entirelength, except for the small portion occupied by the neck of the exhaustand supply chamber. This conduit is here shown as straight from end toend; but it may be reduced at its ends to increase the force of thedraft, as indicated by dotted lines in Fig. 2.

The ventilator and its accessories thus far described are adapted foruse in a railway-car or any other place where its use will be needed,and as its application to any compartment will be obvious I will confinemyself at this point in the description to its adaptation to the topportion or deck of a railway-car, as clearly seen in Fig. l, It will beunderstood in this connection that in this embodiment of the inventionthere will be a number of these ventilators along a car and that eachoperates independently of the other, so that every ventilator of theseries exerts the same power of exhaust and supply, and the current ofair passing through the separate draft-conduits will act equally on eachventilator of the series as opposed to a continuous draft-conduitextending the length of the car and exerting exhaust or supply action ona series of independent suction or draft controlling chambers, theresult of this latter arrangement being that the ventilator nearest theopen end of the draft-conduit would exhaust or supply with the greatestforce, the next one with somewhat less force, and so on progressivelydecreasing throughout the whole series of ventilators. It will thus beapparent that where a car is equipped with a continuous draft-conduitthe rear end of the car will be best ventilated as regards the exhaustof foul air and the front end best ventilated as regards the supply offresh air.

As shown in Fig. 4, the exhaust and supply chamber extends through theroof-timbers, with the face-plate secu red to the inner side thereof andwith the draft-conduit resting upon the cardeck. As a matter of mereconvenience of illustration I have displayed the draft-conduit anddraft-controllin g chamber as rounded on their upper sides, this toavoid the presentation of sharp corners or edges; but it is to beunderstood that these parts may be of any other preferred shape incross-section without departing from the spirit of my invention. \Vhenpositioned as shown, each draft-conduit and draftcontrolling chamber ofa series extending throughout a car will be in direct line of passage ofthe air and will be positively acted upon thereby either to exhaust foulair from the car or supply fresh air thereto, according to which of thedoors or valves a is opened. Thus if a car is moving in the directionopposite the straight arrows shown in Fig. 2 and with the door next theingress end of the draft-conduit closed the rapid passage of air throughthe said conduit will induce a draft in the suction or draft controllingchamber a, operating to suck or exhaust the foul air from the car, whileif the car is moving in the direction of the straight arrows in Fig. 2and the same door of the draft-controlling chamber is closed fresh airwill be forced into the car, the volume of supply thereto beingcontrolled by the flaps or slats of the ventilator.

Referring to Figs. 5, 6, and 7, I have shown the device as applied to asleeping-car and to three parts thereofviz., to the deck-timbers, asshown in Figs. 1 to 4, to the dead-air space between the ceiling and theroof, and to the upper-berth space. The first arrangement has alreadybeen described, and therefore needs no further description. The secondarrangement consists of a continuous draftconduit 0, extending from oneend of a car to the other and terminating at each end in this instancein a bell-mouth 0, covered with a reticulated screen 0 This may be aconduit such as that designated by a in Figs. 1 to 4 or may be formed bythe space between the ceiling and roof, as preferred. Arranged againstthe ceiling c are a number of exhaust and supply chambers a theface-plates a of which lie substantially flush with the ceiling, as seenin Figs. 5 and 6. The doors or valves of the draft-controlling chambersa are the same as those already described and are operated by a cord 0bell-crank lever c, and rod 0 eonnectin g the said lever with the valve.These valves may beoperated separately, as described, or the wholeseries may be operated by means of a continuous rod 0 connected byplates or levers with the valves, and by this latter arrangement theentire ceiling of the car maybe ventilated at one time to exhaust thefoul air and the heat generated by the lamps or gas-jets. If desired,the ends of the draft-controlling chamber may flare, so that when a dooror valve is closed an air-tight closure will be effected,

or instead of having these ends flaring resilient gaskets may beprovided at the ends,

against which the doors will bear when closed.

Along the deck of a car and in that portion that will be over the uppersleepingberths I arrange a series ventilators, one for each berth, theseventilators being in all essential points similar to those shown inFigs. 1 to 4 and operating in thesame manner. In all sleeping-cars asnow constructed there is no provision made for effectually ventilatingthe upper berths, the only fresh air that comes into contact with thebedding thereof during the day being the littlethat will strain inbetween the bed-frame and its casing. This is a very objectionablefeature to many people and one that causes them positively to refuse tooccupy one of these berths. Another objection is'that there is nopractical way of supplying the requisite and desired amount of fresh airdirect to an occupant of an upper berth, as the ventilators commonlyemployed are arranged in the deck-timbers and therefore above and to oneside of the berth. If to obtain a supply of fresh air these ventilatorsare opened, the warm air will escape from the car and in cold weathercool the same to an objectionable degree to occupants of the lowerberths. By arranging the ventilators in the deck over the upper berthseach occupant will be enabled to adjust the ventilator as he wishes andthereby have the temperature of his berth just as he desires it withoutinconvenience to occupants of the berths below or on eachside'of him,and when the berths are closed for the (lay the ventilators may be leftopen to allow either a constant supply of fresh air to pass to thebedding, and thereby thoroughly and effectively air the same, or toexhaust the air from the space between the bedding and the side of thecar and around the bedding.

It will be understood that theends of the draft-conduits a maybeprovided with suitablescreens to preclude the entrance of snow, rain, ordust and'that the ventilators may be placed at other points in the deckthan those shown, or in some instances they may be arranged in the sideof the car near the bottom thereof or close up to the deck.

In some instances in order absolutely to exclude the entrance of snow,rain, dust, or cinders to the berths I may provide the draftconduit (L12with doors, as shown in dotted lines in Fig. 2, similar to those on thedraftcontrolling chamber a, the said doors being operated in such mannerthat when a door or valve at one end of the draft-controllin g chamberis opened the doorat the same end of the draft-conduit will be closed,and by this ar-' rangement the air entering the draft-conduit will becaused to traverse its entire length,

contact with-a closed door thereof, be stopped in its passage longenough to allow any extraneous matter to settle, and then escape downor-through the exhaust and supply chamber a to the. interior of the car.

will be least objectionable to the occupantsthereof, and, secondly, Islightly heat the incoming air in cold weather, so as to prevent anyundesirable lowering of. the temperature of the car and also affordready and convenient means for supplying cool air in hot weather. Toeffect these results, I provide pipes or distributing-conduits D,extending the length of the car, preferably in connection with theordinary heatin g-pipes,although they may be arranged at the top of thecar and be made to operate satisfactorily. At each extremity of theseconduits I connect a vertical pipe cl, the upper end of which terminatesin a bell or funnel mouth d which, as shown in Fig. 8, may extend eitherabove the hood of the car or under the same, as may be preferred, bothembodiments of which are shown in Fig. 8. The lower ends of these pipesd extend below the bottom of the car and constitute traps to catch snow,rain, dirt, and the like, valves 01 61 being provided for the purpose,respectively, of preventing escape of the air from the conduit and foral lowing the escape of any extraneous matter. Thus when a car is movingin the direction of the arrow shown in Fig. 8 the valves d d at therearend of the car will be closed to prevent the escape of air, and thevalve d at the front end of the car will be opened, the reverse of thisbeing observed when the car is moved in the opposite direction. Tappedinto the pipe dis a series of distributing-pipes (1 arranged beneath theseats, each having a bell-mouth which may extend to the outer side ofthe seat and discharge into the caraisle or discharge beneath the seatclose up to the pipe D, both of which arrangements are shown in Fig. 9,and the bell-mouths may be movable on the pipes d so as to allow theoccupant of a seat to control the direction of flow of the draft. Asbefore stated, the conduits D may be arranged near the top of the car,as shown in dotted lines in Fig. 8, and when this arrangement is adoptedthere will be pipes (1 also indicated by dotted lines, leading from theconduit beneath or between the seats, as may be preferred. While I haveshown this last embodiment of my invention as applied to apassenger-coach or smokingcar, it is to be understood that the same isequally adaptable to sleeping-cars, and as its application thereto willbe obvious illustration is deemed unnecessary. It is also to beunderstood that in smoking-cars, where more ventilation is necessarythan in one of another kind, I also employ the form of ventilator shownin Figs. 1 to 4 between the upper windows in the dome,and as itsoperation is understood any explanation would be superfluous. Havingthus fully described my invention,

IIO

what I claim as new, and desire to secure by Letters Patent, is

1. A car-ventilating device, comprising a casin g through which the airpasses, an inner flue or chamber connected with a cross-sectionextending through and into the car, the inner flue being provided ateach end with a closing device connected by bars, and a rod or leverconnected by interposed mechanism with the bars and passing through andinto the car, and serving to operate the closing devices, and also toindicate their position, substantially as described.

2. A ventilating apparatus comprising a ventilator proper having anopen-work faceplate provided with a movable section, slats or barsadapted to be operated by the movement of the said section, a casing orhousing in which the ventilator is mounted, said casing constituting acombined exhaust and supply chamber, a chamber secured to the rearportion of said casin g, and constituting a suction and draftcontrolling chamber, doors or valves pivoted at the ends of this latterchamber, and connected by mechanism adapted to be operated in suchmanner that when one valve is opened the other one is closed, and viceversa, the mechanism for opening and closing these valves constituting,also, indicating devices for determining which of the valves is openedor closed, and an open-ended draft-conduit inclosing the casing andprojecting beyond the same, substantially as described.

3. A ventilating apparatus comprising a casing having mechanism forcontrolling the passage of pure or foul air therethrough, an open-endedchamber, in communication with the casing, having doors adapted to beoperated by mechanism arranged externally of the face of the said casingand operating to open or close one or the other end of the chamber, anda draft-conduit inclosing the chamber and a portion of the casing, andhaving its ends extended beyond the ends of the chamber, and somewhatreduced or constricted, substantially as described.

4. In a sleeping-car, the combination with each upper-berth space, of aventilating device comprising a casing through which the air passes, aninner flue or chambcrconnected with a cross-section extending into thesaid space, the inner flue being provided at each end with closingdevices connected by bars, and a rod or lever connected by interposedmechanism with the doors and passing through and into theberth-space,whereby an occupant of a berth can ventilate the sameindependently of and without interference with any other berth,substantially as described.

53. A sleeping-car having the upper-berth space, roof-timbers, anddead-air space above the ceiling provided, each, with a series ofindependentlyoperating ventilators, each ventilator com prising a casing through which the air passes, an inner line or chamber con nected witha cross-section extending into the car, the inner flue being provided ateach end with a closing device connected by bars, and a rod or leverconnected by interposed mechanism with the bars and passing through andinto the car, substantially as and for the purpose specified.

In testimony whereof I affix signature in presence of two witnesses.

XVILLIAM E. ANDREXV.

Vitucsses:

R. G. DYRENFORTH, R. M. ELLIOTT.

